An engine control method based on aging loss

Abstract

The application discloses an engine control method based on aging loss, comprising the following steps: obtaining a minimum supercharging pressure filtering value; determining the minimum supercharging pressure used for supercharging enabling condition judgment according to the engine power requirement; determining the supercharging closed loop enabling minimum pressure condition according to the minimum supercharging pressure; and determining whether the engine supercharging closed loop is enabled after the supercharging closed loop enabling minimum pressure condition is met. The application optimizes the supercharging minimum pressure filtering time through the mixed valve pressure fluctuation and EGR rate fluctuation, and optimizes the supercharging minimum pressure based on the working condition, so as to improve the supercharging closed loop control enabling control algorithm and improve the supercharging control performance.

Description

Technical Field

[0001] This invention belongs to the field of engine control technology, specifically relating to an engine control method based on aging loss. Background Technology

[0002] To respond to engine intake boost and torque increase requests, the boost system controls the output to utilize more exhaust energy for boost. Boost control determines engine power and fuel economy. Closed-loop boost control actively controls the boost actuator to ensure the actual boost pressure matches the target boost pressure. In non-closed-loop boost control, the boost actuator opening is not actively controlled. When there is no intake boost demand, closed-loop boost control is disengaged.

[0003] Patent CN201910988050.8, "Adaptive Closed-Loop System and Control Method for Boosting of Exhaust Gas Turbine Engines," mentions the acquisition of the minimum boost pressure. The opening condition of the exhaust bypass valve requires the sum of the exhaust back pressure and the boosted gas pressure to be greater than the spring preload of the exhaust bypass valve. The boost gas pressure needs to exceed a certain calibrated value (called the minimum boost pressure) to overcome the spring preload. However, 1) with the introduction of the mixing valve in the low-pressure EGR system, the operation of the mixing valve and the compressor in the boost system will affect each other. Therefore, the outlet pressure of the mixing valve, rather than atmospheric pressure, needs to be considered; 2) existing electric actuators control the exhaust bypass valve, which do not need to overcome the spring preload as in traditional exhaust gas turbochargers, but prioritize achieving pressure control response accuracy through the throttle valve. Summary of the Invention

[0004] The purpose of this invention is to provide an engine control method based on aging and wear, in which the turbocharger does not need to work when the target boost pressure is too low, and the intake pressure can be achieved simply by adjusting the throttle. When the throttle pressure regulation capability is insufficient, the boost needs to be activated for control.

[0005] To solve the above-mentioned technical problems, the technical solution of the present invention is: an engine control method based on aging loss, comprising:

[0006] Obtain the minimum boost pressure filter value;

[0007] Determine the minimum boost pressure for determining boost enable conditions based on the engine's power requirements;

[0008] Determine the minimum pressure condition for enabling the boost closed loop based on the minimum boost pressure.

[0009] After the minimum pressure condition for enabling the boost closed loop is met, determine whether the engine boost closed loop is enabled.

[0010] Minimum boost pressure filter value pBoostEnableMinFilt The method for obtaining it is as follows:

[0011]

[0012] Where, p BoostEnableMin This is the initial value of the minimum boost pressure; p BoostEnableMinFilt (z) represents the minimum boost pressure filter value obtained in the previous sampling period, and its default value is equal to p at the corresponding time. BoostEnableMin ; Δt is the sampling period interval; T BoostEnableMinFilter This is the minimum boost pressure filtering time.

[0013] Minimum boost pressure filter time T BoostEnableMinFilter The method for obtaining it is as follows:

[0014] When k MixIn-Pre Not 1 or k EGR-Ratio When T is not 1, BoostEnableMinFilter =T0×k MixIn-Pre ×k EGR-Ratio ×(1+r Adapt ), where T0 is the basic filtering time; k MixIn-Pre k is the correction factor for pressure fluctuation at the inlet of the mixing valve. MixIn-Pre r is the correction factor for actual EGR rate fluctuations. Adapt This is the self-learning correction coefficient for minimum boost pressure filtering time. Its default value is 0, and it is saved after the vehicle is powered off.

[0015] Correction factor k for inlet pressure fluctuation of mixing valve MixIn-Pre The method for determining the value is based on the difference between the original value and the filtered value of the mixing valve inlet pressure.

[0016] p BfMixFilter (N)=K BfMix ×[p BfMix (N)-p BfMixFilter [(N-1)]+p BfMixFilter (N-1)

[0017] Where, p BfMix p is the inlet pressure of the mixing valve. BfMix (N) represents the inlet pressure of the mixing valve during the Nth sampling period, p BfMixFilter p is the inlet pressure of the mixing valve after first-order low-pass filtering. BfMixFilter (N) represents the filtered inlet pressure of the mixing valve during the Nth sampling period, p BfMixFilter (N-1) represents the filtered inlet pressure of the mixing valve during the (N-1)th sampling period, where N = 1, 2, 3…; p BfMixFilter (0) equals the mixing valve inlet pressure p during the 0th sampling period. BfMix (N), which occurs when the vehicle is powered on; KBfMix Let be the coefficient, which is expressed as: Where m is the number of engine cylinders, n is the engine speed, and k BfMix This is the filter coefficient for the inlet pressure of the mixing valve.

[0018] When the engine power demand is too high, the minimum boost pressure p BoostEnableMinFinal =p BoostEnableMin p BoostEnableMin The original minimum boost pressure; otherwise, p BoostEnableMinFinal =p BoostEnableMinFilt p BoostEnableMinFilt This is the minimum boost pressure filter value.

[0019] The criteria for judging whether the engine power requirements are too high are:

[0020] 1) The engine requests torque greater than or equal to 95% of the maximum torque that the current powertrain can provide;

[0021] 2) The accelerator pedal opening is greater than or equal to 98%;

[0022] 3) Throttle opening exceeds the preset opening value;

[0023] 4) The difference between the engine's basic ignition angle efficiency and the actual ignition angle efficiency shall not exceed the preset difference value;

[0024] 5) The engine did not experience any knocking or pre-ignition;

[0025] When the above conditions are met simultaneously for a continuous period of time exceeding the third preset time, it indicates that the engine power demand is too high.

[0026] The method for determining whether the minimum pressure condition for enabling the pressurization closed loop is met is as follows:

[0027] 1) When the difference between the target compressor outlet pressure and the minimum boost pressure is greater than the preset value A, the minimum pressure condition for enabling the boost closed loop is met.

[0028] 2.1) When the difference between the target compressor outlet pressure and the minimum boost pressure is greater than the preset value B; and 2.2) the difference between the target boost pressure and the actual boost pressure is less than or equal to the preset value C; and 2.3) the boost closed-loop enabling time condition is not met; then the minimum pressure condition for boost closed-loop enabling is not met; where, numerically, C > A > B;

[0029] 3) In other cases, the minimum pressure condition for enabling the boost closed loop remains the same as the previous cycle state; among them, the default state is when the vehicle is powered on, and the default state is that the minimum pressure condition for enabling the boost closed loop is not met.

[0030] The criteria for determining whether the boost closed-loop is enabled are as follows:

[0031] (1) The minimum pressure condition for enabling the pressurization closed loop is met;

[0032] (2) The engine speed is greater than the preset engine speed value;

[0033] (3) The electronic pressure relief valve of the turbocharger assembly is not open;

[0034] Only when all the above conditions are met is it determined that the boosting closed loop is enabled; otherwise, it is determined that the boosting closed loop is not enabled.

[0035] Minimum boost pressure filter time self-learning correction coefficient r Adapt The method for determining it is as follows:

[0036] If the following conditions (1)-(4) are met simultaneously

[0037] (1) The boosting closed-loop is enabled, and the boosting closed-loop enable time is less than or equal to the third preset time;

[0038] (2) The continuous satisfaction time exceeds a first preset time, where k1 is the first threshold;

[0039] (3) The continuous satisfaction time exceeds the second preset time, where k2 is the second threshold;

[0040] (4) The cumulative mileage of the engine whose self-learning coefficient has not been updated exceeds the preset mileage value;

[0041] Then, read the average absolute value r of the ratio of the boost pressure difference to the target boost pressure within the third preset time after the boost closed-loop is activated. BoostErrAvg ;

[0042] If r appears BoostErrAvg If it is greater than the preset value D, then

[0043] r Adapt =r Adapt (z)+max[f1(k p-BfMix )×f1(k r-EGRAct )+f1(r BoostErrAvg ),0.01];

[0044] If r appears BoostErrAvg If it is less than or equal to the preset value E, then

[0045] r Adapt =r Adapt (z)-min[f2(k p-BfMix )×f2(k r-EGRAct )+f2(r BoostErrAvg ),0.01];

[0046] If neither of the above two scenarios occurs, then r Adapt =r Adapt (z);

[0047] Where, r Adapt (z) is the self-learning correction coefficient r for the minimum boost pressure filtering time in the previous self-learning. Adapt The boost pressure difference is the difference between the target boost pressure and the actual boost pressure.

[0048] After the self-learning correction coefficient is updated, the minimum boost pressure filter time is updated with the new learning coefficient at the start of the next driving cycle of the vehicle.

[0049] A computer-readable storage medium is also provided, on which a computer program is stored, which, when executed by a processor, implements the steps of the method as described in any of the preceding claims.

[0050] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0051] This invention optimizes the minimum boost pressure filtering time by considering the combined valve pressure fluctuation and EGR rate fluctuation, and optimizes the minimum boost pressure based on operating conditions, thereby improving the boost control performance by improving the boost closed-loop control enable control algorithm. Attached Figure Description

[0052] Figure 1 This is a flowchart illustrating an embodiment of the present invention;

[0053] Figure 2 This is a schematic diagram of the architecture of the low-voltage EGR system in an embodiment of the present invention;

[0054] In the diagram, 1-air filter, 2-mixing valve, 3-compressor, 4-throttle valve, 5-engine, 6-turbine, 7-catalyst, 8-particulate filter, 9-EGR cooler, 10-EGR valve, 11-temperature sensor, 12-differential pressure sensor. Detailed Implementation

[0055] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention. Furthermore, the technical features involved in the various embodiments of this invention described below can be combined with each other as long as they do not conflict with each other.

[0056] An engine control method based on aging loss is applied to a system structure with a low-pressure EGR system and an exhaust gas turbocharger system. The system structure includes an air filter 1, a mixing valve 2, a compressor 3, a throttle valve 4, an engine 5, a turbine 6, a catalyst 7, a particulate filter 8, an EGR cooler 9, an EGR valve 10, a temperature sensor 11, and a differential pressure sensor 12.

[0057] The turbocharger compressor compresses fresh air for boosting; the turbocharger turbine controls the turbine's efficiency by adjusting the opening of the turbocharger's exhaust bypass valve, thus achieving different boosting capacities. Compared to the non-low-pressure EGR system, the low-pressure EGR system adds the following components: EGR cooler 9, EGR temperature sensor, EGR valve 10, EGR differential pressure sensor, and mixing valve 2. The mixing valve 2 regulates the outlet pressure of EGR valve 10, increasing the pressure differential across EGR valve 10 and improving the EGR rate. The EGR cooler 9 cools the exhaust gas, facilitating increased exhaust gas flow and reduced exhaust gas temperature. The EGR valve 10 throttles the flow of exhaust gas into the cylinder. The EGR temperature sensor detects the temperature of the exhaust gas entering EGR valve 10. The EGR differential pressure sensor detects the pressure at the EGR inlet and outlet. The low-pressure EGR system architecture is as follows: Figure 2 As shown.

[0058] The technical solution of this invention is as follows:

[0059] Example 1:

[0060] An engine control method based on aging loss, such as Figure 1 As shown, it includes:

[0061] S1. Obtain the minimum boost pressure filter value;

[0062] S2. Determine the minimum boost pressure for judging boost enable conditions based on the engine's power requirements;

[0063] S3. Determine the minimum pressure condition for enabling the boost closed loop based on the minimum boost pressure.

[0064] S4. After the minimum pressure condition for enabling the boost closed loop is met, determine whether the engine boost closed loop is enabled.

[0065] Minimum boost pressure filter value p BoostEnableMinFilt The method for obtaining it is as follows:

[0066]

[0067] Where, p BoostEnableMin This is the initial value of the minimum boost pressure; p BoostEnableMinFilt(z) represents the minimum boost pressure filter value obtained in the previous sampling period, and its default value is equal to p at the corresponding time. BoostEnableMin ; Δt is the sampling period interval, which is 10ms in this embodiment; T BoostEnableMinFilter This is the minimum boost pressure filtering time.

[0068] Minimum boost pressure filter time T BoostEnableMinFilter The method for obtaining it is as follows:

[0069] When k MixIn-Pre Not 1 or k EGR-Ratio When T is not 1, BoostEnableMinFilter =T0×k MixIn-Pre ×k EGR-Ratio ×(1+r Adapt ), where T0 is the basic filtering time, which is 0.05s in this embodiment; k MixIn-Pre k is the correction factor for pressure fluctuation at the inlet of the mixing valve. MixIn-Pre r is the correction factor for actual EGR rate fluctuations. Adapt This is the self-learning correction coefficient for minimum boost pressure filtering time. Its default value is 0, and it is saved after the vehicle is powered off.

[0070] Correction factor k for inlet pressure fluctuation of mixing valve MixIn-Pre The method for determining the value is based on the difference between the original value and the filtered value of the mixing valve inlet pressure.

[0071] p BfMixFilter (N)=K BfMix ×[p BfMix (N)-p BfMixFilter [(N-1)]+p BfMixFilter (N-1)

[0072] Where, p BfMix p is the inlet pressure of the mixing valve. BfMix (N) represents the inlet pressure of the mixing valve during the Nth sampling period, p BfMixFilter p is the inlet pressure of the mixing valve after first-order low-pass filtering. BfMixFilter (N) represents the filtered inlet pressure of the mixing valve during the Nth sampling period, p BfMixFilter (N-1) represents the filtered inlet pressure of the mixing valve during the (N-1)th sampling period, where N = 1, 2, 3…; p BfMixFilter (0) equals the mixing valve inlet pressure p during the 0th sampling period. BfMix (N), which occurs when the vehicle is powered on; K BfMix Let be the coefficient, which is expressed as: (In this embodiment, the engine has 4 cylinders) kMan The calibration speed is 1000 rpm. The purpose of this setting is for normalization processing. No special calibration is needed for different numbers of cylinders and engine speeds; only the 4-cylinder engine and the k-type engine at 1000 rpm need to be calibrated. BfMix (This reduces calibration testing work), where m is the number of engine cylinders, n is the engine speed, and k BfMix The filter coefficient for the inlet pressure of the mixing valve is 0.05 in this embodiment.

[0073] The above obtained the inlet pressure filter value p of the mixing valve. BfMixFilter ,Will If the continuous satisfaction time exceeds the first preset time t1 (0.1s in this embodiment), where k1 is 0.1s in this embodiment, then it means that the requirement T is met. BoostEnableMinFilter =T0×k MixIn-Pre ×k EGR-Ratio ×(1+r Adapt ).

[0074] in The purpose of increasing the filtering time is to avoid excessive fluctuations in the minimum boost pressure caused by excessive fluctuations in the inlet pressure of the mixing valve, as shown in Table 1.

[0075] Table 1

[0076]

[0077] Actual EGR rate fluctuation correction factor k MixIn-Pre The method for obtaining the value is determined based on the difference between the original and filtered values ​​of the actual EGR rate.

[0078] r EGRActFilter (N)=K EGRRatio ×[r EGRAct (N)-r EGRActFilter [(N-1)]+r EGRActFilter (N-1)

[0079] Where, r EGRAct r represents the actual EGR rate. EGRAct (N) represents the actual EGR rate of the Nth sampling period, r EGRActFilter r is the actual EGR rate after first-order low-pass filtering. EGRActFilter (N) represents the actual EGR rate after filtering in the Nth sampling period, r EGRActFilter (N-1) represents the actual EGR rate after filtering in the (N-1)th sampling period, where N = 1, 2, 3, ..., r EGRActFilter (0) equals the actual EGR rate r at the 0th sampling period. EGRAct (0), which occurs when the vehicle is powered on, and has a default value of 0; the sampling period interval Δt is 10ms in this embodiment. K EGRRatio For coefficients: (In this embodiment, the engine has 4 cylinders, k) EGRRatio The calibration speed is 1000 rpm. The purpose of this setting is for normalization processing. No special calibration is needed for different numbers of cylinders and engine speeds; only the 4-cylinder engine and the k-type engine at 1000 rpm need to be calibrated. EGRRatio (This reduces calibration testing work), where m is the number of engine cylinders, n is the engine speed, and k EGRRatio The actual EGR rate filtering coefficient is 0.02 in this embodiment.

[0080] The above obtained the actual EGR rate pressure filter value r. EGRAct ,Will If the continuous satisfaction time exceeds the second preset time t2 (0.1s in this embodiment), where k2 is 0.12 in this embodiment, then it means that T BoostEnableMinFilter =T0×k MixIn-Pre ×k EGR-Ratio ×(1+r Adapt ).

[0081] in The purpose of increasing the filtering time is to avoid excessive fluctuations in the minimum boost pressure caused by excessive fluctuations in the EGR rate, as shown in Table 2.

[0082] Table 2

[0083]

[0084] Finally, T BoostEnableMinFilter The setting is forced to be between 0.05s and 0.15s to avoid excessive adjustment.

[0085] 2) In other cases, T BoostEnableMinFilter =T0, which is 0.05s in this embodiment.

[0086] When the engine power demand is too high, the minimum boost pressure p BoostEnableMinFinal =p BoostEnableMin p BoostEnableMin The original minimum boost pressure; otherwise, p BoostEnableMinFinal =p BoostEnableMinFilt p BoostEnableMinFilt This is the minimum boost pressure filter value.

[0087] The criteria for judging whether the engine power requirements are too high are:

[0088] 1) The engine requests torque greater than or equal to 95% of the maximum torque that the current powertrain can provide;

[0089] 2) The accelerator pedal opening is greater than or equal to 98%;

[0090] 3) The throttle opening exceeds the preset opening value; in this embodiment, it is set to 90%.

[0091] 4) The difference between the engine's basic ignition angle efficiency and the actual ignition angle efficiency shall not exceed a preset difference value, which is 0.1 in this embodiment;

[0092] 5) The engine did not experience any knocking or pre-ignition;

[0093] When the above conditions are met simultaneously for a continuous period of time exceeding the third preset time t3 (0.03s in this embodiment), it indicates that the engine power demand is too high.

[0094] The method for determining whether the minimum pressure condition for enabling the pressurization closed loop is met is as follows:

[0095] 1) When the difference between the target compressor outlet pressure and the minimum boost pressure is greater than a preset value A, where A = C1, and C1 is taken as 2 kPa in this embodiment, the minimum pressure condition for enabling the boost closed loop is satisfied.

[0096] 2.1) When the difference between the target compressor outlet pressure and the minimum boost pressure is greater than the preset value B, B = C2, where C2 is -1 kPa in this embodiment; and 2.2) When the difference between the target boost pressure and the actual boost pressure is less than or equal to the preset value C, where C is 3.5 kPa in this embodiment; and 2.3) When the boost closed-loop enabling time condition is not met, then the minimum pressure condition for boost closed-loop enabling is not met; where, numerically, C > A > B;

[0097] 3) In other cases, the minimum pressure condition for enabling the boost closed loop remains the same as the previous cycle state; among them, the default state is when the vehicle is powered on, and the default state is that the minimum pressure condition for enabling the boost closed loop is not met.

[0098] The criteria for determining whether the boost closed-loop is enabled are as follows:

[0099] (1) The minimum pressure condition for enabling the pressurization closed loop is met;

[0100] (2) The engine speed is greater than the preset engine speed value, which is 600 rpm in this embodiment;

[0101] (3) The electronic pressure relief valve of the turbocharger assembly is not open;

[0102] Only when all the above conditions are met is it determined that the boosting closed loop is enabled; otherwise, it is determined that the boosting closed loop is not enabled.

[0103] Minimum boost pressure filter time self-learning correction coefficient r Adapt The method for determining it is as follows:

[0104] If the following conditions (1)-(4) are met simultaneously

[0105] (1) The boosting closed-loop is enabled, and the boosting closed-loop enable time is less than or equal to the third preset time, which is 0.1s in this embodiment;

[0106] (2) The continuous satisfaction time exceeds a first preset time, where k1 is the first threshold;

[0107] (3) The continuous satisfaction time exceeds the second preset time, where k2 is the second threshold;

[0108] (4) The cumulative mileage of the engine whose self-learning coefficient has not been updated exceeds the preset mileage value, which is 100 kilometers in this embodiment;

[0109] Then, read the average absolute value r of the ratio of the boost pressure difference to the target boost pressure within the third preset time after the boost closed-loop is activated. BoostErrAvg ;

[0110] If r appears BoostErrAvg If it is greater than the preset value D, this embodiment takes 0.2.

[0111] r Adapt =r Adapt (z)+max[f1(k p-BfMix )×f1(k r-EGRAct )+f1(r BoostErrAvg [0.01]; where the example values ​​of each parameter in the formula in this embodiment are shown in Tables 2-4.

[0112] Table 2

[0113] <![CDATA[k p-BfMix ]]> 0.1 0.12 0.18 0.2 0.25 0.3 <![CDATA[f1(k p-BfMix )]]> 1 1 1.02 1.03 1.05 1.06

[0114] Table 3

[0115]

[0116]

[0117] Table 4

[0118] <![CDATA[r BoostErrAvg ]]> 0.2 0.22 0.25 0.28 <![CDATA[f1(r BoostErrAvg )]]> 0 0.01 0.02 0.025

[0119] 2)r BoostErrAvg If r is less than or equal to the preset value E, then Adapt =r Adapt (z)-min[f2(k p-BfMix )×f2(k r-EGRAct )+f2(r BoostErrAvg ),0.01], where the example values ​​of each parameter in the formula in this embodiment are shown in Tables 5-7.

[0120] Table 5

[0121] <![CDATA[k p-BfMix ]]> 0.1 0.12 0.18 0.2 0.25 0.3 <![CDATA[f2(k p-BfMix )]]> 1 1.02 1.05 1.06 1.08 1.1

[0122] Table 6

[0123] <![CDATA[k r-EGRAct ]]> 0.12 0.15 0.18 0.2 0.22 0.26 <![CDATA[f2(k r-EGRAct )]]> 0.01 0.015 0.02 0.022 0.025 0.03

[0124] Table 7

[0125] <![CDATA[r BoostErrAvg ]]> 0 0.02 0.03 0.05 <![CDATA[f2(r BoostErrAvg )]]> 0.02 0.015 0.01 0

[0126] 3) Otherwise, r Adapt =r Adapt (z);

[0127] Where, r Adapt (z) is the self-learning correction coefficient r for the minimum boost pressure filtering time in the previous self-learning. Adapt The boost pressure difference is the difference between the target boost pressure and the actual boost pressure.

[0128] After the self-learning correction coefficient is updated, the minimum boost pressure filter time is updated with the new learning coefficient at the start of the next driving cycle of the vehicle.

[0129] Example 2:

[0130] A computer-readable storage medium is also provided, on which a computer program is stored, which, when executed by a processor, implements the steps of the method as described in any of the preceding claims.

[0131] Example 3:

[0132] A computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the method as described in any of the preceding claims.

[0133] Those skilled in the art will readily understand that the above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. An engine control method based on aging loss, characterized in that, include: Obtain the minimum boost pressure filter value; Determine the minimum boost pressure for determining boost enable conditions based on the engine's power requirements; When the engine power demand is too high, the minimum boost pressure =p BoostEnableMin p BoostEnableMin The original minimum boost pressure; otherwise, = , This is the minimum boost pressure filter value; Determine the minimum pressure condition for enabling the boost closed loop based on the minimum boost pressure. After the minimum pressure condition for enabling the boost closed loop is met, determine whether the engine boost closed loop is enabled. The criteria for judging whether the engine power requirements are too high are: 1) The engine requests torque greater than or equal to 95% of the maximum torque that the current powertrain can provide; 2) The accelerator pedal opening is greater than or equal to 98%; 3) Throttle opening exceeds the preset value; 4) The difference between the engine's basic ignition angle efficiency and the actual ignition angle efficiency shall not exceed the preset difference value; 5) The engine did not experience any knocking or pre-ignition; When the above conditions are met simultaneously for a continuous period of time exceeding the third preset time, it indicates that the engine power demand is too high.

2. The engine control method based on aging loss according to claim 1, characterized in that, Minimum boost pressure filter value The method for obtaining it is as follows: in, This is the original value of the minimum boost pressure; This is the minimum boost pressure filter value obtained in the previous sampling period, and its default value is equal to the value at the same time. ; The sampling period interval; This is the minimum boost pressure filtering time.

3. The engine control method based on aging loss according to claim 2, characterized in that, Minimum boost pressure filtering time The method for obtaining it is as follows: when Not 1 or When it is not 1, ,in, The basic filtering time; This is the correction factor for the inlet pressure fluctuation of the mixing valve; This is a correction factor for actual EGR rate fluctuations; This is the self-learning correction coefficient for minimum boost pressure filtering time. Its default value is 0, and it is saved after the vehicle is powered off.

4. The engine control method based on aging loss according to claim 3, characterized in that, Mixing valve inlet pressure fluctuation correction factor The method for determining the value is based on the difference between the original value and the filtered value of the mixing valve inlet pressure. in, The inlet pressure of the mixing valve. p is the inlet pressure of the mixing valve in the Nth sampling period. BfMixFilter p is the inlet pressure of the mixing valve after first-order low-pass filtering. BfMixFilter (N) represents the filtered inlet pressure of the mixing valve during the Nth sampling period. The filtered inlet pressure of the mixing valve during the (N-1)th sampling period, where N = 1, 2, 3…; Equal to the mixing valve inlet pressure at the 0th sampling period This occurs when the vehicle is powered on. Let be the coefficient, which is expressed as: ,in, The number of engine cylinders. Engine speed, This is the filter coefficient for the inlet pressure of the mixing valve.

5. The engine control method based on aging loss according to claim 1, characterized in that, The method for determining whether the minimum pressure condition for enabling the pressurization closed loop is met is as follows: 1) When the difference between the target compressor outlet pressure and the minimum boost pressure is greater than the preset value A, the minimum pressure condition for enabling the boost closed loop is met. 2.1) When the difference between the target compressor outlet pressure and the minimum boost pressure is greater than the preset value B; and 2.2) the difference between the target boost pressure and the actual boost pressure is less than or equal to the preset value C; and 2.3) the boost closed-loop enabling time condition is not met; then the minimum pressure condition for boost closed-loop enabling is not met; where, numerically, C > A > B; 3) Under other circumstances, the minimum pressure condition for enabling the boost closed loop remains the same as the previous cycle state; among them, the default state is when the vehicle is powered on, and the default state is that the minimum pressure condition for enabling the boost closed loop is not met.

6. The engine control method based on aging loss according to claim 1, characterized in that, The criteria for determining whether the boost closed-loop is enabled are as follows: (1) The minimum pressure condition for enabling the pressurization closed loop is met; (2) The engine speed is greater than the preset engine speed value; (3) The electronic pressure relief valve of the turbocharger assembly is not open; Only when all the above conditions are met is it determined that the boosting closed loop is enabled; otherwise, it is determined that the boosting closed loop is not enabled.

7. The engine control method based on aging loss according to claim 4, characterized in that, Minimum boost pressure filter time self-learning correction coefficient The method for determining it is as follows: If the following conditions (1)-(4) are met simultaneously (1) The boosting closed-loop is enabled, and the boosting closed-loop enable time is less than or equal to the third preset time; (2) The continuous satisfaction time exceeds a first preset time, where k1 is the first threshold; (3) The continuous satisfaction time exceeds the second preset time, where k2 is the second threshold; r represents the actual EGR rate. EGRActFilter This represents the actual EGR rate after first-order low-pass filtering. (4) The cumulative mileage of the engine whose self-learning coefficient has not been updated exceeds the preset mileage value; Then, read the average absolute value r of the ratio of the boost pressure difference to the target boost pressure within the third preset time after the boost closed-loop is activated. BoostErrAvg ; If r appears BoostErrAvg If r is greater than the preset value D, then Adapt =r Adapt (z)+max[f1(k p-BfMix )×f1(k r-EGRAct )+f1(r BoostErrAvg ),0.01]; If r appears BoostErrAvg If r is less than or equal to the preset value E, then Adapt =r Adapt (z)-min[f2(k p-BfMix )×f2(k r-EGRAct )+f2(r BoostErrAvg ),0.01]; If neither of the above two scenarios occurs, then ; in, The self-learning correction coefficient for the minimum boost pressure filtering time in the previous self-learning session. The boost pressure difference is the difference between the target boost pressure and the actual boost pressure. After the self-learning correction coefficient is updated, the minimum boost pressure filter time is updated with the new learning coefficient at the start of the next driving cycle of the vehicle.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method as described in any one of claims 1-7.

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